Control of electric locks for railway track switch operating levers



Sept. 4, 1951 TRACK SWITCH OPERATING LEVERS Filed Oct. 5, 1946 5 Sheets-Sheet l P 5 IP 5 k l- B I 6 ,7 93 H 71 2,1- IV 1" JV E: r"': i

1 ii) 1 a I T *q b {4 IW Z 1 y INVENTOR /5612 H Zmdbezz.

' HIS ATTORNEY Sept. 4, 1951 Filed Oct. 5, 1946 [7, 511 i 5 Z6 T P54 J. H. BROADBENT 2,567,050

CONTROL OF. ELECTRIC LOCKS FOR LWAY TRACK SWITCH OPERATING LEVE 3 Sheets-Sheet 2 v @121; H; Z 2222M.

BY v

ATTORNEY Patented Sept. 4, 1951 CONTROL OF ELECTRIC LOCKS FOR RAIL- WAY TItACK SWITCH OPERATING LEVERS John H. Broadbent, Willistown Township, Chester County, Pa., assignor to The Union Switch, and Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application October 3, 1946, Serial No. 700,862

My invention relates to trafiic protection apparatus, and particularly to apparatus for providing trafilc protection for trains moving over handoperated track switches and to apparatus for providing crossover protection for trains moving along railway tracks which are connected with each other by a cross-over track through handoperated track switches.

1 A requisite for crossover protection apparatus is that it must be so arranged that a car or locomotive, while occupying a crossover such, for example, as one which interconnects two main tracks, while the switches are in the normalposition for train movements along the main tracks, will cause a signal for each main track to indicate stop if the car or locomotive is within fouling distance of that main track. In crossover protection schemes embodying track circuits, one characteristic should-therefore be high shunting sensitivity in order to insure that the crossover track circuits will be shunted if the crossover track has high contact resistance due to infrequency of train movements over the crossover.

15 Claims. (01. 246 -146 One feature of my invention is the provision of improved shunting sensitivity through determination of the condition of occupancy of a crossover track by the picking up of a track relay instead of by the release of a. track relay.

Another feature of my invention is the'provi- ,sion of normally deenergized track circuits which are arranged to be energized for only brief periods of time. High track circuit voltage can therefore be used without causing excessive waste of energy.

Still another feature of my invention is the provision of manually operable switch operating levers equipped with electric locks, and the provision of a manually operable auxiliary lever also equipped with an electric lock, which upon being operated to its reverse position connects shunts across-the main tracks, prepares circuits for unlocking the switch levers'in their norm-a1 position to permit operation to their reverse position, and prepares a circuit for effecting energization of the track relays.

I shall describe three forms of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is adiagrammatic view showing one form of apparatus embodying my invention, with-out time locking, in

which the switch levers are arranged to be locked in only the normal position and the auxiliary lever is arranged tobe locked in only its reverse position; Fig. 2 is a diagrammatic view showins a modification of a portion of the apparatus of Fig. l for embodying time locking; and Fig. 3 is a diagrammatic view showing another modified form of the apparatus of Fig. 1, embodying time locking, in which the auxiliary lever is arranged to be locked in both the norm-a1 and the reverse positions and to be unlocked in the normal posi: tion by remote manual control.

Similar reference characters refer to similar parts in each of the views. f rrin fi o Fig. 1, a stretch of railway is shown comprising two main tracks designated by the reference characters IT and 2T connected with each otherby a crossover trackdesignated by the. reference character 3T through hand-operated switches IW and 2W. Each of the tracks IT and 2T is divided by insulated joints 4 to form a section including one of the switches IW or 2W, respectively. Each of these sections is provided with a track circuit including a source of current such, for example, as a battery 5 connected across the rails adjacent one end of the section, and a track relay designated ITR or ZTR, respectively, connected across the rails adjacent the other end of the section. As shown by the arrows, the normal direction of traffic movements over track IT is to the left. which I shall assume is the westbound direction, and the normal direction of traffic movements over track 2T is in the opposite or eastbound direction. A signal designated by the reference character IS is located adjacent the entrance end of the section of track IT which includes switch IW. A portion of a control circuit for signal IS is shown including a contact of relay ITR. A signal designated by the reference character 28 is simi-' l-arly located adjacent the entrance end of the section of track 2T which includes switch 2W. A portion of a control circuit for signal 2S.-is shownincluding a cont-act of track relay ZTR.

Track 3T is divided by insulated joints 4 into two sections ab and bc. Section ab is pro-; vided with a track circuit including a source of high track circuit voltage such, for example, as a battery IQ connected through a contact of a slow release relay TP across the rails adjacent one end of the section, and a track relay 3TB connected across the rails adjacent the opposite end of the section. Section bc is provided with a similar track circuit including a source of high track circuit voltage such. for example, as a battery 2Q connected through a contact of relay TP across the rails adjacent one end of the section, and a track relay A3TR- connected across the rails adjacent the opposite end of the section.

3 Switch [W is operated by a manually operable lever designated by the reference character IV havin a normal position 11 and a reverse position 'r for moving switch IW to its normal and reverse positions, respectively. Lever IV, upon being placed in its 1: position, closes its contacts I? and I3, and thereby connects a shunt across ole rails of tracks PI and 2T, respectively.

Lever IV is arranged to be locked in the nore mal position by an electric switch lever loci; 611111 prising a control Winding INL which controls a dOg 6 for engaging some means such, for example, as a notch of a segment I, which is rigidly connected with lever IV, when winding W1 is deenergized. Winding INL also controls two armature contacts 22 and 33 which are closed when is for controlling relays TER and TP.

winding INL is deenergized dog Qis drpllptd I into the notch of segment 7, and which become opened when winding [NL becomes energized. A contact I! of lever IV, which is included in tliecont-rol circuit for winding INL, normally: closed but becomes; opened when lever. W is moved away from the 71 position. The bow B ofa. padlocklP, upon being placed in the lockin position in the lever. latch of the. lock for lever IV, asshown in the drawing. closes a latch contactand opens a second latch contact 1.6..

Switch 2W is operated by. a manually operable lever 2V which isv equipped similarly to lever IV as just described.

Auxiliary lever has a normal position it and a reverse position I, and upon being moved to its reverse position closes its contacts 12 and I3 for shunting tracks IT and. 2T, respectively. Lever 3V is arranged to be looked in its reverse position by. an electric. lever. lock comprising acontrol winding 33L which controls a dog 6. for controllin lever 3V througha se ment 9 which is rigid ly connected to. lever 3U. As indicated by. a dotted line in the drawing. dog 6- and armature contacts 14 and 21 of winding 33L are mechanisally interconnected, and. are therefore operated to ether, so that, with dog 6 resting on, nd held up by, the. outer porti n. of se ment .9, although control Winding 3RL is normallyv deenergi'zed, contacts 1.4. and 12.! of winding, BBL are normally o en, but become. closed when dog 6 drops into. the notch oixsegmen 9- while lever 3V is in its 1- position As in the. drawing, bow B of a padlock SP. is removed from the lever latch of the lock for lever Latch contact 190i the lock for. leverv 3V is thereiore cl sed and latch contact 15 is open.

Belay. B i made sl w releasing by a multiple on ect on includin a condenser 13. a

R ferrin n t to Fi 2 a. portion of theappa rams. of:- Fie. .1: is here sh modified for includ: inc 2 time elem nt relay for p y ng; time. ki o the appa atus of is- 1. appara-. ms. f Ei mod fie as hown in F g. ther fore .c ns l e 9. Win of p aratus bodyins. my invention- Referr now o. E a, an ther modific tion. of the apparatus of Fig. jl ishere shown. for .i n-. eludi o ki vea rpl esl ra. elem nt e ay TER- n this. o m of. a ar tus difie snt tim 9i lever is. used o tYe f 1V. 4W and 3. 3. so tha i s nn ce atous ar a ure c nta ts n h ec 'o k l h n rmal clos d 1 wa '1 o 's. W 12 Y sh wn in i are ls ch l Eis- Le r i l' s' els arran ed t b 9K 4 in. both. its normal and its reverse-position by engagement of dog villi Al its a f-eel Having described, in general, the arrangement of the various parts of apparatus embodying my invention, I'shall now describe the circuits and operationin detail.

As shown in the drawings, all parts of the ap- "paratus arein the normal condition, that is,

each of the switches IW and 2W is in the normal position for a train movement along track IT or 2T, respective y: each of the levers l-V. .Wiend 3V is in its i nosi-tiom ach. oi the look. windings is deenereized; bow of each of the. nadloclsls l3 and 2B i in he locking position the lever latch of the. look for its lever; bow 8. of pad ck-13B in Fig. 3 is al o he loo ing position, but bow 8 of p dlock 3P in Ri s. 1 and 2 is removed from the lever latch of the 10.6.1; for lever 3V2. track relays Bancl ASTR a d slow release re ay .TP r mo rel-z d; t ack relays. TR. and 2TB are. ne gized; and. signals i and 2-3 are indicating. proce d- Th circui s by. which si nals 15 and. as: are contr d to ind e to proceed include contact. 1.8. of relays l-TR a d. 2TB resn otivel l I sh assu e that. with pp rat s arranged as s o n F a tra lio to be mad over cr ssove A t n w ll till-3K2:

re move leve 3 to its r osition, :herebv ales: ing its co ta s. 2 nd 1.3. and completi g a shunt a tin t cks [T and re pect v Relavs TR and thus become. deener and 0.82: t ts l8 oi hese re a s open. the circuits: Qrs-igr nal l5, and 2 S,, a .1sina hese signals to'indicate top.- Dog 6 W ll drop. into the. notch of: segment causing armature, contacts l4..- and. 2.1.. of winde ing tIRl to close. The a man will next place bow 8 0f padlock 32 in. the-locki g sition in. the leve a c of the ele tric loci; for lever 3V, the by. opening latch contact. L9. and. closing latch contact 15.

The trai man will then roceed t oi: the. tc le e s, lever {V- aampla and move padlock IP from the electric look for lever, IV, h reby op n ng l tch contact .34. and losin latc q l t 5 t e 109k for ever 1V.- w nd: m L w h n b e l b a a si e position by placing lever (in ee- L st V u np ee P s ti ove s 9 winding INL, andcloses i co ntin t a s T and. 213. .r

"ifhammer! ill he? irom the lectric loci; forlev .2-

ing latch contact 3.! and lqs il 1 he la jf o ev Ig q s b on ontaot. Hi

latch contacts I5 and I6 for levers 3V and 2V. respectively, winding 2NL, and contact ll of lever 2V to terminal N. The trainman will then move switch 2W to its reverse position by placing lever 2V in its 1' position. Lever 2V, upon being moved away from the n position, opens its contact H in the circuit for winding 2NL, and closes its contacts l2 and I3 for shunting tracks IT and 2T, respectively. 7

I shall further assume that a train then moves over the crossover, but that a car is left on section a-b, for example, and thata trainman then returns switches IW and 2W to the normal position by returning levers IV and 2V to the n position. He will then return bows 8 of padlocks IP and 2P to the locking position in the locks for levers IV and 2V, respectively, and will attempt to return lever 3V to the n position. He will therefore remove how 8 of padlock 3? from the latch of the lock for lever 3V, thereby opening latch contact I5 and closing latch contact I9 of the lock for lever 3V. A circuit will thus be com-. pleted for energizing relay TP, this circuit passing from terminal B, through latch contact I9 of the lock for lever 3V, contact of lock winding 2NL, contact 2| of winding 3RL, contact 22 of winding INL, back contacts 23 and 24 oi relays 3TR and A3TR, respectively, and the winding of relay TP in multiple with condenser D to terminal N. Relay TP, upon becoming energized, closes its contacts 26 and 28.

Relay A3TR will then be energized by a circuit passing from battery 2Q, through a resistor 25, contact 26 of relay TP, rail 3b of section b-p, winding of relay A3'TR, and rail 3a of section b-c back to battery 2Q. A similar circuit will be closed through contact 28 of relay TP for energizing relay BTR, but relay 3TR will not pick up against the shunt caused by the car on section ab. Contact 29 of relay 3TR will therefore remain open in the control circuit for lock winding 3RL, and hence dog 6 will continue to engage the notch in segment 9, and lever 3V will therefore remain locked in its 1 position.

The trainman will therefore remove padlocks IP and 2P from the locking position for the electric locks for levers IV and 2V, respectively. Windings INL and 2NL will now become energized by the circuits previously traced and the trainman will then again reverse switches IW and 2W.

When the car has been removed, so that crossover track 3T is unoccupied, the trainman can return switches IW and 2W to the normal position. He will then again place padlocks IP and 2P in the locking position for the electric locks forlevers IV and 2V, respectively. 1 Relay TP will then again become energized by the circuit previously traced. Relay A3TR will then also be energized by its circuit previously traced, and relay 3TB. will become energized by its circuit which is simlar to the circuit traced for relay A3TR.

Relay TP, on account of being slow releasing due to condenser D, will retain its contacts 26 and 28 closed for a brief period of time after con-. tacts 23 and 24 of relays 3TB and A3TR, respectively, become opened. During this period of time contacts 29 and 30 of relays 3TR and A3TR, respectively, will be closed in a circuit for energizing winding 3RL, this circuit passing from terminal B, through contacts 29 and 30 of relays 3TB. and A3TR, respectively, latch contact 3|, contact 3201 winding 2NL, contact 33 of windin levers IV and 2V to the n position, and will re- INL, latch contact 34, and winding 3RL to ten minal. N..

While winding 3RL is energized, the trainman can return lever 3V to its n position. Contacts I2 and I3 of lever 3V will thereby be opened and will remove the shunt from tracks IT and 2T, respectively, permitting relays ITR and 2TB. to again become energized and close their contacts It in the circuits for signals IS and 28, respectively. If the trainman should fail to return lever 3V to its 11 position before contacts '26 and 28 of relay TP open, relays 3TR and ASTR will become deenergized, and the energization of relay TP, followed by energization of relays 3TB and'A3TR will be repeated until lever 3V is returned to its 11 position.

In the form of apparatus shown in Fig. 2, a trainman, in order to reverse switches IW- and 2W, will move lever 3V to its r position, as before, and will then place bow 8 of padlock 3P in the locking position in the electric lock for lever 3V, and will removepadlocks IP and 2P from the electric locks for levers IV and 2V, respectively. Relay TER will become energized by its circuit passing from terminal B, through latch contact 35 of the electric lock for lever 3V, and the winding of relay TER to terminal N. Upon the lapse of a given period of time, relay 'I-ER will close its contact 35, thereby completing a circuit for energizing winding INL, this circuit passing from terminal B, through contact I4 of winding 3RL. contact 36 of relay TER, latch contact I6 of the lock for lever IV, winding INL, and contact I! of lever IV to terminal N. A similar circuit will also be closed for energizing winding 2NL. The trainman can then move levers IV and 2V to their 1 position for operating switches IW and 2W, respectively, to their reverse positions.

When the trainman decides to return the apparatus to the normal condition, he will return move padlock 3P from the electric lock for lever 3V. A circuit will then be completed for energiding relay TP, this circuit passing from terminal B, through latch contact I9 of the lock for lever 3V, contact 20 of winding 2NL, contact 31 of relay TER, contact 2I of winding '3RL, con-. tact 22 of winding INL, contacts 23 and 24 of relays 3TB. and A3TR, respectively, and the winding of relay TP in multiple with condenser D to terminal N.

In the form of apparatus shown in Fig. 3, lever 3V is locked in the normal position as well as in thereverse position, so a trainman cannot reverse lever 3V for releasing levers IV and 2V until permission has been given by operation of lever 4V, at a remote point, to its r position,

thereby completing a circuit for energizing relay' WKR, this circuit passing from terminal B, through contact 38 of lever 4V, and the winding of relay WKR to terminal N. The trainman will remove padlock 3P from the electric lock for lever 3V, thereby closing latch contacts M and 46 and opening latch contact 44. With relay WKR energized, a circuit is thus completed for ener gizing winding 3NRL, this circuit passing from terminal B, through contact 39 of relay WKR, contact 40 of lever 3V, latch contact 4|, winding 3NRL, and contact 42 of relay WKR to terminal N. The trainman will then place lever 3V in its 1' position, and will again return bow '8 of padlock 3P to the locking position in the electric lock for lever 3V.

With lever 3V in its r position, contacts I2 and, I will, be cased $01 thin-sins time IT an it! respectively, thereby causing signals ISand 2S. respectively, to indicate stop. Also, withlever 3V in its-r position, its contact 158 will be opened, and its contact 43 will be closed, causingrelay TER to become energized by a circuit passing from terminal 13, through contact 43 of lever 3V, latch contact 44, and the windingof relay TER to terminal N. Upon the lapse of a predetermined period of time, relay TER'will close its contact 45 in a circuit for energizing winding IN'L when the 'trainman has removed padlocklP from the electric lock for lever IV, this circuit passing from terminal B, through contact 45 of relay TEE, latch contact [6 ofthe lockv for lever IV, and winding iNL to terminal N. Winding 2NL will be energized by a similar circuit. The trainman will then reverse switches IW and 2W by placing levers V and 2V in the 1 position, and will return padlocks IP and 2P to the locking position in the electric locks for levers IV and 2V, respectively.

After a train has moved over track 3T, a trainman, in order to return lever 3V to its n position, will remove padlock 3? from the electric lock for lever 3V. A circuit will then be completed for energizing relay TP, this circuit passing from terminal B, through contact 43 of lever 3V, latch contact 45, contact 47- cf relay TER, contacts 23 and 24 of relays 3TB and A3TR, respectively, and winding of relay TB in multiple with condenser D to terminal N. Relays BTR and ASTR will then become energized as previously de@ scribed for Fig. 1, and will complete a circuit for energizing winding 3NRL, this circuit passing from terminal B, through contacts 29 and 36 of relays 3TB, and ASTR, respectively, latch contact 31 of the lock for lever 2V, latch contact 34 of the lock for lever I'V; latch contact ill of the lock for lever 3V, Winding SNRL, and-contact 42 of relay to terminal N. The trainman can then return lever 3V to its n position, thereby opening its contacts i2 and I3 and permitting signals is and 28 to clear. The dispatcher will also return lever 4V to its 11 position.

A s' shown in the drawings, my invention is applied to, crossover protection. By omitting portions. of the apparatus shown, my invention can also. be applied for traffic protection at single swi ches- Although I have herein shown and described only a w f m o apparat e ying my ingention, it is understood that various changes nd modifications may be made therein within the scope of the appended claims withoutdeparting from the spirit and scope of my invention.

Llaving thus described my invention,v what I cla m is:

1. Intraillc protection apparatus for a crossover track: which is divided into two sections each of which is provided with a track circuit including a tracki'elay, including a track" switch at each end of said crossover-track for interconnecting two main tracks, the combination comprising', a manually operable switch lever-for each of said" switches each having a normal and-'a'reverse position for operating its switch to normal: and reverse positions respectively, a manually operable auxiliary lever having a normal and reverse position, an electric lockfor each of said switch levers for locking its lever in the normal position, an electric lock for said auxiliary lea'er for locking its lever in the reverse position, a normal latch contact for each of said switch lever: eaeh'closedbyapplication ofa padlock in position for: locking. its lever e xicizirn l position,

means controlled by said normal latch contacts and by front contacts of said trackrelays foren ergizing said electric lock for said auxiliary lever. means controlled by said auxiliary leverin its re verse position for energizing said electric locks for said switch levers, traffic governing means. which in the operative condition directs trafilc move? ments on one of saidmain tracks over the asset ciated one of said track switches, and means 6.0.1.1? trolled by said auxiliary lever for placin q trafllc governing means in the inoperative con-.- dition if said auxiliary lever is moved to its reverse position. 1

2. In traffic protection apparatus foracros over track which is divided into two sect ns. which interconnects two main tracks. the ccmb nation comprising, a manually operable switch lever for each of the switches of Said QIOS-SQver track each having a normal and reverse position for operatihgiits switch tothe normal and reverse positions respectively, a manua y op able ary lever operable to: a no mal and reverse position, an electric loci;- for each of said; switch levers, for loch-ins its lever in the normal position. an electric loci; iorsaid auxiliary lever for locking its lever the reverse position, a traclg relay for each of said sections each connected across the rails of its section, a slow release track repeater relay, means controlled by saidauxiliary lever in its reverse position and by a back contact of each of said track relays for energizing said track re, peater relay, means controlled by said track repeaterupon becoming energized for supplyin energy to said track sections for operating said tracl: relays, means including frontcontacts of said track relays for energizing. the electric lock for said auxiliary lever, means including a contact closed if said auxiliary lever is in its reverse position for energizing said electric, locks for said switch levers, traffic governing means which in the operative condition directs trafii'c movements on one of said main tracks over the'associated one of said track switches, and means controlled by said auxiliary lever for placing said trafilcj gov erning means in the inoperative condition if said auxiliary lever is moved to, its reverse position.

3. In traflic protection apparatus for a cro s.

over track which interconnects, two main' tracks,

the combination cQmprising," a manually operable switch lever for each of the switches of said cross over track each having a normal and a reverse position for operating its switch to the normal and reverse positions respectively, a manually operable auxiliary lever having a normal and a reverse position, means for locking each of said switch levers in the normal position, means, for locking, said auxiliary lever in the reverse posi tion, means controlled by operation of said auxiliary lever toits reverse, position for unlocking saidswitch levers, track circuit apparatus for said crossover track, means effective'upon return of said switch levers tothe normal position while said auxiliary lever is inthe reverse position for energizing said track circuit apparatus if said crossover track is not occupi'ecL'means including said track circuit apparatus in its energized-con di-tion' for unlocking said auxiliary lever, traflic' governing means which in-- the operativecondition directs traffic movements on oneof said" maintracks over the associated one of' said" track switches, and meanscontrolledby'said auxiliary lever for placingsaid trailicgoverning means in the inoperative condition if said auxiliary-lever is moved to'its reverseposition'.

' 4. Iii traffic protectionapparatus fore-stretch of railway track connected with a second track by a switch, the combination comprising, a manually operable switch lever having a normal and a reverse position for operating said switch to a normal position for traffic movements along said second track and to a reverse position respectively for trailic movements over said stretch, a manually operable auxiliary lever having a normal and a reverse position, means for locking said switch lever in the normal position, means for locking said auxiliary lever in the reverse position, means controlled by operation of said auxiliary lever to its reverse position for unlocking said switch lever, train detection apparatus for said stretch of track, means eifective upon return of said switch lever to the normal position while said auxiliary lever is in the reverse position for energizing said train detection apparatus if said stretch of track is clear, means including said train detection apparatus in its energized condition for unlocking said auxiliary lever, traffic governing means which in the operative condition directs trafiic movements on said second track over said switch, and means controlled by said auxiliary lever for placing said trafiic governing means in the inoperative condition if said auxiliary lever is moved to its reverse position.

5. In traffic protection apparatus for a crossover track'which interconnects two main tracks, the combination comprising, a manually operable switch lever for each of the two switches through which said crossover track is connected with said main tracks, means controlled by operation of each of said switch levers to a normal and a reverse position for operating its switch to a normal position for a traffic movement along its main track and to a reverse position respectively for a traffic movement over said crossover track, an auxiliary lever manually operable to a normal and a reverse position, means for locking each of said switch levers in the normal position, means for locking said auxiliary lever in the reverse position, means controlled by operation of said auxiliary lever to its reverse position for connecting a shunt across each of said main tracks and for unlocking said switch levers, train detection apparatus for said crossover track, means efiective upon return of said switch levers to the normal locked condition while said auxiliary lever is in its reverse locked condition for energizing said train detection apparatus if said crossover track is clear, and means controlled by said train detection apparatus in the energized condition for unlocking said auxiliary lever.

6. In traffic protection apparatus for a crossover track which interconnects two main tracks, the combination comprising, a manually operable switch lever for each of the two switches through which said crossover track is connected with said main tracks, means controlled by operation of each of said switch levers to a normal and a reverse position for operating its switch to a normal position for a trafiic movement along its main track and to a reverse position respectively for a trafiic movement over said crossover track, an auxiliary lever manually operable to a normal and a reverse position, an electric lock for each of said switch levers each arranged when deenergized to look its lever in the normal position, anelectric lock for said auxiliary lever arranged when deenergized to lock its lever in the reverse position, a first and a second normally open contact of said lock for said auxiliary lever which become closed when said auxiliary lever is locked by its electric lock, means including said 10 first contact for effecting energization of the eiec= tric locks for said switch levers, train detection apparatus for said crossover track, a slow release repeater relay, means including said second contact for energizing said repeater relay if said switch levers are in their normal locked condition and said train detection apparatus is deenergized, means controlled by said repeater relay when en ergized for energizing'said train detection apparatus if said crossover track is clear, means in cluding said train detection apparatus when sh ergized for energizing the electric lock for said auxiliary lever, traffic governing means which in the operative condition directs trafiic movements on one of said main tracks over the associated one of said track switches, and means controlled by said auxiliary lever for placing said traflic governing means in the inoperative condition if said auxiliary lever is moved to its reverse position.

7. In traffic protection apparatus for a crossover track including a track switch at each end of said crossover track for interconnecting two main tracks, the combination comprising, a manually operable switch lever for each of said switches each having a normal and a reverse position for operating its switch to a normal posi tion for trafiic movements along its main trackand for operating its switch to a reverse position respectively for traflic movements over said cross over track, a manually operable auxiliary leverhaving a normal and a reverse position, an elec tric lock for each of said switch levers each effective if deenergized to look its lever in the normal position, an electric lock for said auxiliary lever effective is deenergized to look its lever in the reverse position, a contact of each of said switch lever locks each closed if its lever is locked in the normal position, train detection means for said crossover track, means controlled by said contacts of said switch lever locks and by said train detection apparatus if said crossover track is clear for energizing said lock -for said auxiliary lever, means including said auxiliary lever when locked in its reverse position for energizing said switch lever locks, traffic governing means which in the operative condition directs traffic movements on one'of said main tracks over the associated one of said track switches, and means controlled by said auxiliary lever for placing said traific governing means in the inoperative condition if said auxiliary lever is moved to its reverse position.

8. In trafiic protection apparatus for a crossover track including a track switch at each end of said crossover track for interconnecting two main tracks, the combination comprising, a manually operable switch lever for each of said switches each having a normal and a reverse position for operating its switch to a normal position for traffic movements along its main track and for operating its switch to a reverse position respectively for traflic movements over said crossover track, a manually operable auxiliary lever having a normal and a reverse position, an electric lock for each of said switch levers each efiective if deenergized to look its lever in the normal position, an electric lock for said auxiliary lever effective if deenergized to look its lever in the reverse position, a latch contact for each of said switch levers each-normally open while its lever is in the normal position if a padlock is applied in looking position to its lever latch but which becomes closed when said padlock is removed, means including said latch contact for each of said switch levers upon becoming closed and said auxiliary lever in its reverse position for eneraseaoso glzing". the electric lock'for its switch lever, means controlled by" said switch levers in the normal po sition for energizing the electric loclr for said auxiliary lever, traffic governing means. which. in the operative condition directs trafiic movements on one of saidmain tracks over the associated one of said track switches, and means controlled by said auxiliary lever'for' placing'saiditrafiiagoverning means in the inoperative condition; if: said auxiliary lever is moved. to-its revers position.v

9. In trafiic protection apparatus for a crossover track including a track; switch: at eachv end of said crossover track for interconnectingltwo main tracks, the combination: comprising, a manually operable switch lever'for each of said switches each'havinga normal and areverseposie tion for operating its switch to a normal position for traflic movements along its main track and f p ating its switch to a reverse position respectively for. tramc movements over said crossover track, a manually operableauxiliary lever having a normal and a reverse: position, an electric lock for each: of said switch levers each effective if deenergized to look its. lever in the normal position, an electric lock for said auxiliary lever effective if d'eenergized; to look its lever in the reverse position, a latch con tact for said auxiliary lever which is normally open but which: becomes closedif a padlock: is applied in looking position. to its lever latch. when said lever is in the reverse position, means. in.- cluding said latch contact upon becoming closed for energizing said switch lever locks, means including' said switch levers when locked in the normal position for energizing the electric. lock. i

for said auxiliary lever, traffic governing means which in the operative condition directs traific movements in one of said maintracks over the associated one of said track switches, and means controlled by said auxiliary'lever for: placing said trafiilc governing means in the inoperative condition if said auxiliary lever is moved. to: its reverse position.

10. In traffic protection apparatus for a crossover track including a track switch: at each end of said crossover trackfor interconnecting two main tracks, the combination comprising, a manually operable switch lever for each of said switches each having a normal and a reverse position for operating its switch to a normal position for trafiic movements along its main trackand-for operating its switch to a reverse position respectively for traflic movements over said crossover track, a manually operable auxiliary lever having a normal and a reverse posi-' tion, an electric lock for each of said switchlevers each effective if deenergized to look its lever in the normal position, an electric lock for said auxiliary lever effective if deenergized to lock its lever in the reverse'position, a latch contact for said auxiliary lever which is normally closed but which becomes open if a padlock is applied inlocking position to its lever latch when said lever is in the reverse position, train detection apparatus for said crossover track,-a slow release repeater relay, means controlled by said latch contact and by said switch levers in the normal position for energizing said repeater relay if said train detection apparatus is deenergized, means controlledby said repeater relay upon becoming energized for energizing said train detection apparatus if said crossover track is clear, means controlled by said train detection apparatus when energized for energizing the electric lock for said auxiliary lever, means eontrolled by said auxiliary lever in its; reverse posi.-- tion for energizing said switch lever 1001S',"tr.af fic governing means which in the-operative con,- dition directs traific movements on one of" said maintracks over the associated one of said track switches, and means controlled by said auxiliary lever for placing said traffic governing means'in the inoperative condition if said auxiliary lever is moved to its reverse position.

11. In trafiic protection apparatus fora cross over track including a track switch at each end of said crossover track for interconnecting two main tracks, the combination comprising, a manually operable switch lever for each of said switches each having a normal and a reverseposition for operating its switch to a normal position for trafilc movements along its main track and for operating its. switch to a reverse: position respectively for traffic movements over said crossover track, a manually operable auxil' iary lever having a normal and a. reverse posi-. tion, means for locking said switch levers in the normal position, means. for locking said auxiliary lever in the reverse. position, a. latch contact for said auxiliary leverv which is nor mally open but which becomes closed ifv a pad? lock is applied in. looking position to its lever. latch when said auxiliary lever is, in. the reverse position, time element means. controlled. by said latch contact, means controlled by said. time element means and by said. auxiliary lever inits reverse position for unlocking said switch levers. train detection apparatus for said crossover track, means controlled by said switch lovers in the normal position. and by said. train do, tecti'onapparatus if. said crossover track is clean for unlocking said: auxiliary lever, trafiic. governs ing means which in the operative conditiondirects traific movements on. one of. said main tracks over the associated one of said track: switches, and. means controlled by said auxiliary lever for placing said: traflic governmg: means the inoperative condition it said. auxiliary lever is moved to its reverse position.

' switches each having: a normak and a reverse position for operatingits. switch to. a-normal position for trafiic. movements'a-long its; main track and for operating its switch to a reverse position respectively for trafiic= movements over said crossover track, .a manually operable auxiliary lever having a normaland a reverseposition, means for locking said switchlevers inthe normal position, means. for locking-said auxiliary lever in the normal and'reverse: positions-L remote control means for unlocking said auxiliary lever in its normal position, train. detection apparatus for said. crossover track, means controlled by latch contacts of said, switch levers in the normal position: and by said train detection apparatus,- if said crossover track. is clear for unlocking said auxiliary lever in its reverse position, time ele-' ment meanscontrolled by said. auxiliary lever in its reverse position, means. controlled by said time element means for unlocking said switch. levers, traffic governing means whichym the operative condition directs trafiic movements one one of said main tracks over the associateclrone of said track switches, and means controlled :byisaid auxiliary lever for placing said trafficgovernins means in the inoperative condition if said auxiliary lever is moved to its reverse position.

13. In trafiic protection apparatus for a crossover track including a track switch at each end of said crossover track for interconnecting two main tracks, the combination comprising, a manually operable switch lever for each of said switches each having a normal and a reverse position for operating its switch to a normal position for traffic movements along its main track and for operating its switch to a reverse position respectively for traflic movements over said crossover track, a manually operable auxiliary lever having a normal and a reverse position, an electric lock for each of said switch levers each effective if deenergized to look its lever in the normal position, an electric lock for said auxiliary lever efiective if deenergized to lock its lever in the normal and the reverse positions, remote manually controlled means for energizing said lock for said auxiliary lever in the normal position, a time element relay, means controlled by said auxiliary lever in the reverse position for energizing said time element relay, means controlled by a front contact of said time element relay for energizing said electric locks for said switch levers, a slow release repeater relay, train detection apparatus for said crossover track, means controlled by said auxiliary lever in the reverse position and by a back contact of said time element relay for energizing said repeater relay if said train detection apparatus is deenergized, means controlled by a front contact of said repeater relay for energizing said train detection apparatus, means controlled by said train detection apparatus in its energized condition for energizing the electric lock for said auxiliary lever in the reverse position, traffic governing means which in the operative condition directs traflic movements on one of said main tracks over the associated one of said track switches, and means controlled by said auxiliary lever for placing said traflic governing means in the inoperative condition it said auxiliary lever is moved to its reverse position.

14. In traflic protection apparatus for a stretch of railway track connected with a second track by a switch, the combination comprising, a manually operable switch lever having a normal and a reverse position for operating said switch to a normal position for traffic movements along said second track and to a reverse position respectively for trafllc movements over said stretch, a manually operable auxiliary lever having a normal and a reverse position, means for locking said switch lever in the normal position, means for locking said auxiliary lever in the normal and reverse positions, remote manually controllable means for unlocking said auxiliary lever in the normal position, a time element device, a normal latch contact for said auxiliary lever closed only if a padlock is applied in locking position to its lever latch, a reverse latch contact for said auxiliary lever closed only if the padlock is removed from said lever latch, means controlled by said normal latch contact and by said auxiliary lever in its reverse position for energizing said time element device, means controlled by a front contact of said time element device for unlocking said switch lever, train detection apparatus for said stretch of railway track, means controlled by said reverse latch contact and by said auxiliary lever in its reverse position and also by a back contact of said time element device for effecting energization of said train detection apparatus, means controlled by said train detection apparatus in its energized condition for unlocking said auxiliary lever in its reverse position if said switch lever is locked in its normal position, traffic governing means which in the operative condition directs traflic movements on said second track over said switch, and means controlled by said auxiliary lever for placing said trafiic governing means in the inoperative condition if said auxiliary lever is moved to its reverse position.

15. In trafiic protection apparatus for a stretch of railway track connected with a second track by a switch, the combination comprising, a manually operable switch lever having a normal and a reverse position for operating said switch to a normal position for traffic movements along said second track and to a reverse position respectively for traffic movements over said stretch, a manually operable auxiliary lever having a normal and a reverse position, means for locking said switch lever in the normal position, means for locking said auxiliary lever in the reverse position, means controlled by operation of said aux-- iliary lever to its reverse position for unlocking said switch lever, train detection apparatus for said stretch of track, means including said auxiliary lever in the reverse position for effecting energization of said train detection apparatus, means including said train detection apparatus in its energized condition for unlocking said auxiliary lever if said switch lever is locked in the normal position, and means controlled by said auxiliary lever in the reverse position for controlling a signal for said second track to indicate stop.

JOHN H. BROADBENT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Num er Name Date 566,887 Berrigan, Jr. Sept. 1, 1896 1,638,793 Adler, Jr. Aug. 9, 1927 1,825,236 McCann Sept. 29, 1931 2,053,891 Beall Sept. 8, 1936 2,367,723 Haines Jan. 23, 1945 2,391,985 Langdon Jan. 1, 1946 

